Refrigerating means for vehicles



June 12, 1945. AR. CLARK ET AL 7 REFRIGERATING MEANS FOR VEHICLES Filed Aug. 9, 1944 INVENTOR. AR. Clark y CR. Kmg A Patented June 12, 1945 REFR-lGE-RATING MEANS FOR Adna R. Clark, Chicago, Ill., and Claude R. King and Harold J. King, ()elwein, Iowa Application August 9,1944, Serial No. 548,724

2 Claims Our present invention relates to temperature controlling mechanism for use in connection with vehicles, the purpose" 'of which is to maintain in such vehicles a substantially constant temperature, with an even distribution thereof throughout the vehicle. Another object is the provision of an automatically functioning mechanism of the type indicated in which a continuously functioning internal combustion engine can operate at two speeds, either of which will cause a generatorto function for the purpose of charging a battery, and the faster of which will cause operation of a compressor whereby a refrigerant is circulated through a radiating system to cause cooling of an enclosed space. Our invention comprises such further objects, ad-

vantages, and capabilities as will hereafter appear and as are inherent in the construction disclosed herein, and it further resides in thecombination, construction, and arrangement of parts illustrated in the accompanying drawing and, while we have shown therein what is now regarded as the preferred embodiment of this invention, we desire the same to be illustrative only and not to be interpreted in a limiting sense.

The present application is, in part, a continuation of our prior application, Serial No. 390,674, filed April 28, 1941. The drawings are, however, much more simple in appearance, although covering the same invention.

In the present drawing,

Fig. 1 shows, in side elevation, partly broken away, a trailer unit having our refrigerating system installed therein; and

Fig. 2 shows this installation, schematically, for the purpose of ready explanation of the operation thereof.

In Fig. 1, the numeral l designates a vehicle of any desired type having a cabinet 2 mounted on the outside thereof, preferably underneath the body of the vehicle. Most of the apparatus shown in Fig. 2 is. mounted in this cabinet 2 but .the air-circulating fan 3, provided with an electhe circuit of this motor is provided, between the battery 6 and the'groun'd, with a starting switch ll of any approved type. v This switch is normally open, being closed only when it is necessary to use the-motor I0 for'starting' the engine 8. Pulleys l2 and iii are provided on the shafts of the motors l0 and 8, respectively, and these pulleys are connected by a belt [4. An overrunning clutch is provided while the motor 8 is functioning as a drive unit.

A circuit 15' connects the battery 6 to the generator l which is preferably grounded on the frame of the vehicle,'the same as the switch II.

In this circuit [5, between the generator I and the 7 battery 6 are located a magnetic switch It and a generator cutout switch I1. The circuit l 8 connects the battery with the starting motor l0. From the magnetic switch IS, the circuit l9 1eads to a fan-motor! and athermostat 20. An electric signal lamp 2| is in a branch circuit from the circuit l9 and it will therefore be apparent that whenever the fan-motor '4 is functioning,

- orator 5. Whenever this thermostatic switch is fore, the throttle closes tric motor l, is shown as mounted in the,for-v ward end of the vehicle, in the upper part thereof, and in a position to blow air through the evaporator 5 for the purpose of circulating the cooled air throughout the vehicle.

Reference will now be made more particularly to Fig. 2 in which is shown at 6 an ordinary secondary battery, at I a generator for charging this battery, and at 8 an internal combustion motor or engine for driving the generator I and the compressor 9.- A starting motor'for starting the internal combustion engine 8 is shown at I0, and

the signal lamp 2| will indicate this fact.

Current flowing through the magnetic switch l6 and circuit l5 keeps the line iii to fan-motor 4 alive so' that air is continuously circulated by the fan 3 through the evaporato, 5, the .result being that cool air is circulated throughout the 'vehicle as long as the line or circuit 19 is alive.

The thermostatic switch 20 is connected in the circuit 22 leading to a magnetic control or solenoid 23 for the throttle of the engine 8. This thermostatic switch 20 is located adjacent the fan 3 so that, it will be affected by the temperature of the air being passed through the evapopen, the solenoid control for the engine throttle valve permits this valve to close because the tem-. perature of the air is such that it is not necessary to have the compressor 9 functioning. Thereto idling speed. This results in the engine 8 slowing down. and this permits connection between the motor 8 and the compressor 9 to be disconnected, thus stopping the drive of the compressor. When the temperature of the air again rises to such a point'that the thermostatic switch 20 is closed, the solenoid 23 will cause opening of the throttle valve and increase in the engine speed. This, in turn, will cause the centrifugal clutch at 24 to be engaged, whereby again to start'the driving of the compressor 9.

It is evident from the foregoing that the engine in connection with one of these pulleys so that the motor 10 may remain idle the centrifugal clutch in the driving 8 runs, normally at either idling speed or fast. Whichever way it runs, the generator I is driven fast enough to cause charging of the battery 6. However, if the engine should stop. then the cutoif switch I! would open the circuit I 5 so as to' prevent draining oi the charge of battery 6 through the generator. when the magnetic switch 16 opens, it breaks the circuit I! to the signal light 2|, the fan-motor l, and the thermostat 20. If the engine I should stop, this would cause opening of all circuits and a complete shutdown of the system.

As usual, this system comprises a condenser 25 and a receiving tank 26 for the liquid returned from the condenser 25 to the evaporator 5. The direction of travel of the refrigerant is shown in the drawing by the arrows which indicate that the refrigerant passes from the compressor 8, through the condenser H, receiving tank 26, and evaporator 5, from which it is returned as a gas to the compressor 9. This being common construction and operation, no further attention need be paid thereto.

As indicated above, there is an overrunning clutch in the connection between the electric motor In and the engine a so that the latter is permitted to run while the motor It stands still. It has also been indicated that there is a centrifugal clutch connected to the pulley 24 on the engine shaft which permits theengine to run at a low speed without driving the compressor and which, when the engine speeds up, causes it to drive the compressor, supplying cooled and condensed refrigerant to the evaporator 5, which cools the air run through the evaporator by the fan 3 and circulated throughout the vehicle.

While we have shown, more or less diagrammatically, apparatus embodying the principle of this invention, it will of course be understood that minor modifications may be made therein without departing from said principle.

Having now described our invention, we claim:

1. In a temperature control system, having a compressor, an evaporator, and a condenser, connected in fluid circuit relation, the combination of a gas engine adapted for continuous operation at different speeds, said engine being provided with thermostatically controlled throttle mechanism for controlling the engine speed in accordance with the temperature condition 01 the space in which the thermostat is located, a secasvaoos ondary battery, an electric generator for charging the battery, 9. driving connection between the engine and the compressor, including a centrifugal clutch, the operation of which is governed by the speed of operation of the engine, the functioning of the compressor being discontinued upon decrease in speed of the engine and release of said clutch, a generator cutout switch in circuit between the generator and the battery, a continuously operating constant speed air circulator adjacent the evaporator for keeping air circulating therethrough at a constant rate, means for starting the engine into operation, a magnetic switch in circuit between the battery and the air circulator to interrupt the air circulator circuit in the event the engine stops, and electric circuit connections between the battery and the generator through the magnetic switch and-generator cutout, the generator cutout switch disconnecting the battery from the generator in the event the generator stops.

2. In a temperature control system, having a compressor, an evaporator, and a condenser, connected in fluid circuit relation, the combination of an internal combustion engine adapted for continuous operation at diiferent speeds, said engine being provided with thermostatically controlled throttle mechanism for controlling the engine speed in accordance with the temperature condition of the space in which the thermostat is located, a secondary battery, an electric generator for charging the battery, a driving connection between the engine and the compressor, including a centrifugal clutch, the operation of which is governed by the speed of operation of the engine, the functioning of the compressor being discontinued upon the slowing down of the engine, a continuously operating constant speed air circulator adjacent the evaporator for keeping air circulating therethrough at a constant rate, means for starting the internal combustion engine into operation, a magnetic switch in circuit between the battery and the air circulator to interrupt the air circulator circuit in event the engine stops, and a switch functioning to disconnect the generator from the battery upon the engine ceasing to cause the generator to tunetion.

ADNA R. CLARK. CLAUDE R. KING. HAROLD J. KING. 

